wells



PATEN'IED PEB. V23, 1904.

J. V. WELLS. TRIPLE VALVE.

APPL'mATloN FILED DBO'. 1s, 1902.

N0 MODEL.

W/TNESSES:

A TTHNE YS.

UNITED STATES Patented February 23, 1904.

PATENT o OFFICE.

TRIPLE VALVE.

SPECIFICATIDN forming part of Letters Patent No. 753,018, dated-February23, 1904. Application ied December 18, 1.902. Serial No. 135,738. (Nomodel.)

T all whom, it .ma/y concern:

Be itknown that I, JOHN V. WELLS, a citizen v I of which will be fullydescribed hereinafter.

This specification is an exact description of one example of myinvention, while the claims define the actual scope thereof.

Reference is to be had to the accompanying1 drawing, forming a part ofthis specification, in which the igure represents a longitudinal sectionof the invention, showing the parts in full release position.

1 indicates the main casing of the valve, which has a flange 2 at oneend adapted to be bolted to the auxiliary reservoir or other supportingmember and to the opposite end of which is fastened the usual cap 3 orany other equivalent device carrying the spring-pressed pin 4. Withinthe main casing 1 is formed the cylindrical piston-cavity 5, and thiscommunicates with the valve-cavity 6, both of which cavities 5 and 6 areiitted with bushings in the usual manner. o

7 indicates 'the train-line connection, which communicates by a passage8 with a longitudinally-extending passage 9, formed in the bottom of thevalve-casing, this passage running into the cap 3 and communicating withthe cavity 5 through the ports 10. The passage 9 also extends toward andcommunicates with the high-speed blow-down device, which will behereinafter fully described.

1l indicates the brake-cylinder connection,

which communicatesl by a port 12 with the slide-valve cavity 6.

13 indicates the triple exhaust-port leading from the cavity 6.

integral with the piston 15, is a centrally-disposed stud 19, whichcarries a cross-piece 20,

from each end of which pass longitudinallyextending side straps 21,terminating at the front end of the valve in an eccentric ring 22,

.which fits snugly in the valve-cavity 6 and is perforated, as indicatedat 23, to allow the free movement of pressure through it in eitherdirection.

The slide-valve is formed with a central or main cavity 24, having aport 25 leading therefrom and'adapted to register with the port 14 uponthe emergency or high-speed application of the brakes. The centralcavity 24 of the'valve opens into a cavity 26 in the end of the valve,and from this cavity 26 a port 27 leads, this port being adapted tocommunicate with the brake-cylinder port 12 on emergency application. Inthe outer end of the enlarged vcavity 26 a nut 28 is screwed, andsiiding loosely in this nut is a hollow stem 29 of a valve 3Q, whichseats on the inner end of the cavity 26, as shown in the drawing. Thehollow stem has openings 31 therein, these openings communicating withthe cavity 26 when the valve 30 is in the position illustrated. When,however, the valve 30 is moved from its seat forward, or to the right inthe drawing, the openings 31 `are closed by the inwardlydisposed tubularextension of 4the nut 28.

32 indicates a weak spring which has only power to seat the valve 30when pressures are equalized, `and when the parts are in the positionshown the pressure of the auxiliary reservoir, which communicates withthe end of the valve-cavity 6, acts on the valve 30, to reinforce thespring. According to the adjustment hereshown the openings 31 are halfand 34 indicates a port formed in the top of the Valve and communicatingwith the longitudinally-disposed passage 35 therein, which passage hastwo branches 36 leading to opposite sides of the central cavity 24downward to the face of the slide-valve, these passages 36 being adaptedto register with the cylinder-port 12 to effect a service application ofthe brakes. In the cavity 35 a pin-valve 37 works, this valve commandingthe port 34,

and said valve is connected directly to the piston 15 by means of thecross-pin 38. As usual in triple valves of this sort, the piston 15,with the parts 19, 20, 21, 38, 37, and 22, is allowed a slight movementindependently of the slidevalve, and this relative movement serves tothrow the pin-valve 37 to and from the position shown in the drawing.Formed on the inwar'd'extension or tail 39 of the slide-valve is a port40, which is adapted to register with the port 14 when the parts are inrelease position, and this port 40 is commanded by an inwardly-openingcheck-valve 41, the opening movement of which is 'limited by a pin 42,fastened in the body of the slide-valve.

rlhe right-hand end of the passage 9 communicates with atransversely-disposed passage 43, which according to the constructionVhere shown is of two diameters, and into the larger or outer diameterscrews the threaded nipple 44 of a case 45. Said case is preferablyprovided with a vent 46, and in the outer end of the case is screwed anut 47. A pocketnut 48 works over the outer end of the nut 47 andI isadapted to bear when in fastening position against the outer end of thecase 45. A port 49 is formed in the body or main case 1, and this portleads from the brake-cylinder into the case 45. In this case is mountedto move longitudinally of the case, and consequently transversely of thevalve, a piston 50, to which is fastened or formed integrally therewitha hollow rod 51. Working in the outer end ofthe spring-nut 47 is anadjusting-screw 52, which serves to limit the outward movement of therod 51, and 53 indicates a spring, which bears between the nut 47 andthe piston 50 and keeps the same normally in the position shown in thedrawing. rlhe rod 51 projects inward beyond the piston 50 and is formeddirectly adjacent to the piston with a number of perforations 54, theseperforations being in a true annular line, and in the extremity of therod 51 a number of perforations 55 are formed, these latter perforationsbeing arranged spirally around the rod or, in other words, at dierentpoints along the length thereof.

y Screwed in the minor diameter ofthe opening rrfa-3,018

43 in the valve-case 1 is a nut 56, which has a passage therethrough andwhich carries at its inner end a check-valve 57, this valve opening intothe passage 9, but seating automatically against the movement of thefluid from said passage into the case 45. The nut 56 is provided with anouter tubular extension 58, through which the rod 51 passes, andthe nut56 is chambered in its interior, as indicated at 59, this chamberreceiving the inner end of the rod 51 when the parts are in the positionshown. It will be observed that in this position the openings 54 arecovered by the outer end of the extension 58 and that the openings 55all lie within the chamber 59 of the nut 564that is to say, none ofthese openings are covered by the extension 58 of the nut 56. It willalso be observed that upon a slight movement of the piston 50, whichmovement is barely suiiicient to uncover the openings 54, the openings55 will lie within the chamber 59, and therefore not covered by theextension 58.

Such being the construction and assemblage of the apparatus, itsoperation may be traced as follows: Assuming that the parts are in theposition shown in the drawing and that it be desired to charge theauxilary, the pressure passes through the passage 8 and to the left inthe passage 9 until it enters the piston-cavity 5. The piston 15 if notin the position shown will be-immediately thrown into this position, andthen the pressure from the train-pipe will pass through the passages 17and 18 and cavity 6 into the auxiliary, charging the same until thepressures in the auxiliary and train-line are equalized. To effectaservice application, the pressure in the train-line is reducedsuflicientl y to move the stop 16 of the piston 15 into contact with thepin4, but not sufciently to move the piston beyond that position. Thisresults in cutting out communication between the ports 12 and 13 in thevalve-casing 1 and in placing the passage 36 in communication with theport 12. At the beginning of the movement of the piston the parts 19,20, 21, 37, and 38 will move slightly independently of the valve, andthus the pin 37 will be drawn to the .left from the vposition shown inthe drawing, so as to uncover the port 34. Also it will beobserved thatthe above-described movement of the piston 15 is sucient to clear itfrom the by-pass 17. When these operations take place, the pressure fromthe auxiliary passes through the ports 34, 36, and 12 into thebrake-cylinder, thus applying the brakes. The pressure in the auxiliaryexpands into the brake-cylinder equal to the amount of train-linereduction, when the piston 15 and pin-valve 37 will close the port 34,and the further passage of pressure into the brake-cylinder isprevented. This movement is not suiiicient, however, to return theslide-valve to release position, and consequently the brake-cylinderpressure is IOO IIO

IZO

\ application.

' held.

the train-line pressure, all of which will be understood. To rechaergethe auxiliary upon increasing the train-line pressure, the parts willassume the position shown in the drawing, and then the air will blowthrough the passages 1'7 and 18 and also through the passages 14 and 40,lifting the check-valve 41 in this operation. Now in this connection itwill be observed that by providing the passage 40 and the valve 41 I amenabled very rapidly to recharge the auxiliary without in any wayincreasing the area of the ley-pass 17, which increase, if made, woulddisastrously affect the operation of the apparatus.

To eiect an emergency application,the trainline pressure is reduced tosuch an extent as to cause the piston to move up tightly against thediaphragm 10. This places the port in communication with the port `14and the port 27in communication with the port 12. The instant that theports 14 and 25 communicate the air from the train-line passes into themain cavity 24 and unseats the valve 30 and covers the openings 31, sothat a portion of the train-line pressure blows through -the ports 14,25, 24, 27, and 12 and into the brake-cylinder. The valve 30 is unseatedby the train-line pressure, owing to the relatively large area which isexposed to the train-line pressure. This continues until 'the train-linepressure is reduced, lwhen the valve 30 is returned to its seat by thepressure from the auxiliary, whereupon the openings 31 are uncovered andthe auxiliary pressure rushes in through the hollow1 stem 29, openings31, and ports 27 and 12,l thus completely charging the brake-cylinderand eecting an emergency In this connection it will be observed that ineifecting an emergency application pressure is drawn both from thetrainpipe and auxiliary.

In effecting a high-speed application of thel brakes-which is to say,when introducingv into the brake-cylinder an abnormal fluidpressure-theoperation of the slide-valve and piston 15 is the same 'as that whichtakes i place during an ordinary emergency application of brakes. Atthis time, however, the devices associated with the case come intoaction. Let it be assumed, for example, that the high-speed brake isoperated with one hundred pounds pressure in the auxiliary,

rwhich may be said to expand down to eighty pounds in thebrake-cylinder. Let it also be assumed that sixty pounds pressure in thebrake-cylinder is the ordinary working pressure for emergencyapplications. If the train is running at high speed, eighty pounds maybe charged into the brake-cylinder without danger of sliding the wheels;but it is necessary to cut this pressure down as the speed of the traindecreases, so that when the train reaches a comparatively slowvspeed thebrake- The brakes are released by increasing 'cylindery will contain butordinary emergency pressure say sixty pounds. To do this, the spring 53,through its cap-nut 47, is adjusted so that the piston will be moved upinto the position shown in the drawing against all pressure at or undersixty pounds. Pressures over this will throw the piston 5() down. Thespring '53 therefore. regulates the amount of pressure which is to beretained in' the cylinder. The adjusting-pin 52 should also be moved soas to limit the outward movement of the parts 50 and 51 to the desireddegree-that is to say, to prevent outward movement of the hollow rod 51suliicient to close all of the openings 55. Assuming, for example, thatthe pin 52 is adjusted so that if the piston 50 were moved outward undereighty pounds pressure in the brakecylinder one of the openings 55 wouldbe uncovered, the others being covered by the extension 58 of the nut56. lll/Then, therefore, eighty pounds are introduced into thebrakecylinder, the brakes will be instantly applied with great force,and simultaneously this pressure will be communicated through the port49 intov the case 45 and the piston 50 will be thrown down until itsmovement is stopped by the pin 52. This uncovers all of the openings 54,and it closes, let me say, all but one of the openings 55. The air thenpasses from the case 45 above the piston 50 through the openings 54 intothe hollow stem 51 and out or' the exposed opening 55, after which itraises the check-valve 57 and passes back into the train-line. Thisrelieves the pressure in the brake-cylinder, and consequently in thecase 45, and the spring 53 then acts slowly to return the piston 50 toits seat on the extension 58. As this return movement begins the severalopenings 55 will be successively uncovered, and consequently the momentthe pis- IOO ton 50 'begins to move upward the discharging capacity ofthe blow-down device will gradually increase, and pressure from thebrakecylinder will be therefore gradually relieved until the spring 53completely returns the piston 50 and closes the openings 54. This willtake place, owing to the above-referred-to adjustment of the cap-nut47,exactly when sixty poundsA pressure is reached in the brake-cylinder. Ofcourse the amount of pressure may be varied at will, the above figuresbeing given merely for illustration. Thereforeby this mechanism thehigh-speed' application may be made under great pressure, and this willbe automatically blown down to normal pressure in a certainpredetermined time, which normal pressure may be retained the same asthe usual emergency application until the train-line pressure isincreased to throw the slide-valve back into release position. The pin52 limits the time which the device takes to blow the brake-cylinderpressure` IIO pressure, and the spring 53, with its adjusting-nut 47,regulates the amount of pressure which is to be retained in thebrake-cylinder. Several advantages are obtained by blowing down the highpressure of the brake-cylinder into the train-line. When an emergencyapplication is madelby tight or sticking pistons,

spirit and scope thereof.

broken graduating-valve pins, or unnecessarily by the operator, thepressure lthereby wasted can be retained in the train-line and used torelease and recharge and does not hinder the emergency application whenmade by the operator or by a broken train. It also permits of a greateramount of train-line pressure to enter the brake-cylinder when theoperator merely discharges suiiicient pressure to start the brakes.

Various changes in the form, proportions, and minor details of myinvention may be resorted to at will without departing from the Hence Iconsider myself entitled to all such variations as may lie within theintent of my claims.

Having thus described my invention, I claim as new and desire to secureby Letters Patentl. A triple valve having a main casing with train-line,auxiliary and brake-cylinder connections, a valve proper or slide-valvehaving passagesr therein placing the auxiliary and train-line incommunication with the brakecylinder, and a means located in saidpassages for alternately opening and closing the same.

2. A triple valve having a main casing with train-line, auxiliary andbrake-cylinder connections, a valve proper or slide-valve having Ypassages therein placing the auxiliary and 4. A triple valve having amain casing with train-line,` auxiliary and brake-cylinder connections,a valve proper or slide-valve having passages therein placing theauxiliary and train-line in communication with the brakecylinder, and avalve mounted in the slidevalve for alternately establishing'and closingsaid communication, said valve being operated by the train-line andauxiliary pressures, when blowing through said ,passages of theslide-valve.

5. A triple valve having a main casing with ports adapted respectivelyto register with v the train-line and brake-cylinder communications, andalso having a chamber communicating with said ports, a valve located insaid chamber and serving to close the train-line port, and a hollow stemattached to the valve and having communication with the cylinderport andauxiliary, said communication with the cylinder-'port being cut off whenthe valve is open.

6. A triple valve having a main casing with train-line, auxiliary andbrake-cylinder connections, a slide-valve having communicating portsadapted respectively to register with the train-line and brake-cylindercommunications, and also having a chamber communicating with said ports,a valve located in said chamber and serving to close the train-lineport, and a hollow stem attached to the valve and having communicationwith the cylinderport and auxiliary, said communication with thecylinder-port being cut off when the valve is open, the said valve inthe slide-valve chamber opening under train-line pressure and closingunder auxiliary pressure, for the purpose specified.

7. A triple valve having a main casing with train-line, auxiliary andbrake-cylinder connections, a slide-valve having communicating portsadapted respectively to register with the train-line and brake-cylindercommunications, and also having a chamber communicating with said ports,a valve located in said chamber and serving to close the train-lineport, a hollow stein attached to the valve and having communication withthe cylinder-port and auxiliary, said communication with thecylinder-port being cut otl when the valve is open, the said valve inthe slide-valve chamber opening under train-line pressure and closingunder auxiliary pressure, for the purpose specified, and a springnormally sealing the valve.

8. A triple valve having a main casing with train-line, auxiliary andbrake-cylinder connections, a slide-valve having communicating portsadapted respectively to register with the cylinder and train-line portsand also having a chamber extending from the auxiliary connection to thesaid ports, an oriticed member fastened in the auxiliary end of saidchamber, a hollow stern communicating with the auxiliary and sliding insaid oriced member, the stem being oriiced within the chamber, and avalve attached to the'stem and serving to close the train-line port,said valve opening under train-line pressure and closing under auxiliarypressure.

9. A triple valve having a main casing with train-line, auxiliary andbrake-cylinder connections, a slide-valve having communicating portsadapted respectively to register with the cylinder and train-line portsand also having a chamber extending from the auxiliary connection to thesaid ports, an oricved member fastened in the auxiliary end of saidchamber, a hollow stem communicating with the -auX- iliary and slidingin said oriiced member, the stem being orifced within the chamber, avalve attached to the stem and serving to close the train-line port,said valve opening under4 train-line pressure and closing underauxiliary pressure, and a spring bearing between the said oriced memberand the valve, normally to seat the latter.

10. A triple valve having a main casing with train-line, auxiliary andbrake-cylinder connections, a slide-valve 'having communicating portsadapted respectively to register with thel cylinder and train-line portsand also having a chamber extending from the auxiliary connection to thesaid ports, an oriiced member fastenedin the auxiliary end of saidchamber, a hollow stem communicating with the auxiliary and sliding insaid orificed member, the stem being oriced within the chamber, andavalve attached to the stem and serving to close the train-line port,said valve opening under train-line pressure and closing under auxiliarypressure, and the said orifice in the hollow stem being' passed into thesaid orificed member to close the stem-orifice as the stem slides towardthe auxiliary.

l1. A triple valve having a train-line connection, a piston and valvecavity communicating therewith and with the auxiliary, and a passageleading from the valve-cavity to the brake-cylinder connection and alsohaving a direct passage from the train-line connection to thebrake-cylinder connection, a piston in the piston-cavity, a valve devicein the valvecavity, and a pressure-blow-down device located in andcommanding the said passage from'the train-line connection to thebrakecylinder connection.

12. A triple valve having a train-line auxiliary and brake-cylinderconnections, valve devices and their appurtenances, and apressure-blow-'down device having its discharge leading back to thetrain-line connection for the purpose specified.

13. A triple valve having communicating train-line and brake-cylinderconnections, and a pressure-blow-down device interposed therein, saidblow-down device comprising a perforate hollow rod, a sleeve in which itslides for the purpose specified, a piston connectedy to the rod, andmeans for yieldingly holding the rod and piston in position.

14. A triple valve having. communicating train-line and brake-cylinderconnections, a pressure-blow-down device interposed therein, saidblow-down device comprising a perforate hollow rod, a sleeve in which itslides for the purpose specified, a piston connected to the rod, aspring pressing the rod and pistol, and an adjustable stop in the pathof the ro 15. A triple valve having communicating train-line andbrake-cylinder connections, a pressure-blow-down device interposedtherein, said blow-down device comprising a perforate hollow rod, asleeve in which it slides for -the purpose specified, a piston connectedto the rod, means for yieldingly holding the rod and piston in position,and an adjustable stop in the path of the rod. Y

16. A pressure-blow-down device, compris- .ing the combination with acase and a tubular part or sleeve, of -a piston working in the case, aperforate hollow rod attached to the piston -and sliding in said sleeve,for the purpose specified, and means for yieldingly holding the rod andpiston in position.

17. Apressure-blow-down device, comprising the combination with a caseand a tubular part or sleeve, of a piston working in the case, aperforate hollow rod attached to the piston and sliding in said sleeve,for the purpose specified, means for yieldingly holding the rod andpiston in position, and an adjustable stop for said rod and piston.

18. Apressure-blow-down device, comprising the combination with a caseand a tubular part or sleeve, of a piston working in the case, a tubularrod having separated perforations and' fitting in the sleeve with thepeforations at` opposite ends thereof when the blow-down device is open,and means for yieldingly holding the piston and rod in closed position.

19. Apressure-blow-down device, comprising the combination with a caseand a tubular part or sleeve, of a piston working inthe case, a tubularrod having separated perforations and fitting in the sleeve with theperforations at opposite ends thereof when the blow-down' device isopen, means for yieldingly holding the piston and rod in closedposition, and an adjustable stop for the piston-rod.

20. Apressure-blow-down device, comprising the combination with a caseand a tubular part or sleeve, of a piston working in the case, a tubularrod having separated perforations and fitting in the sleeve with theperforations at opposite ends thereof when the blow-down device is open,and means for yieldingly hold- .ing the piston and rod in closedposition, the said perforations at the discharge end of the rod being atdifferent positions along the length, for the purpose specified.

21. In a duid-pressure brake system, the combination with communicationtrain-line and brake-cylinder connections, of a pressureblow-down deviceinterposed therein and discharging back into the train-line.

22. A triple valve having a train-line, auxiliary and brake-cylinderconnections, a slide and its operating means, the slide havingintercommunicating passages leading respectively from the train-line andauxiliary-res- IOO IIO

ervoir connections, and a brake-cylinder con- In testimony whereof Ihave signed my name neotlon and a pressure-operatmg Valve seated to thlsspemoatlon 1n the presence of two sub- 1n sald lnteroommunlcatlngpassages of the scr1b1ng Wltnesses.

Slide and commanding the Same, said Valve JOHN V. WELLS. 5 servingalternately to open and close comrnu- Witnesses:

ncation of the train-line and auxiliary con- ISAAC B. OWENS,

nectons with the brake-cylinder. JNO. M. RITTER.

